Railway-crossing.



B. S. DUNHAM.

RAILWAY CROSSING.

APPLICATION FILED MAR. e, 1911.

Patented Jan. 16, 1912.

3 SHEETS-SHEET 1.

SH01/M21:

iw. zu. 5m

Patented Jan. 16, 1912.

3 SHEETS-SHEET 2.

B. S. DUNHAM.

RAILWAY CROSSING.

APPLICATION FILED MAR.G,1911.

Y awww/lio@ B. s. DUNHAM.

RAILWAY CROSSING. APPLICATION FILED MAKS, 1911.

1,015,151, Patented Jan.16,1912.

3 SHEETS-SHEET 3.

coLUMBlA PLANOGRP-Vco..WASHINGTON. n. C,

BERIVIAN S. DUNHAM, OF DETROIT, MICHIGAN.

RAILWAY-CROSSING.

l Specification of Letters Patent.

Application filed March 6, 1911.

Patented Jan. 16, 1912. Serial No. 612,527.

To all whom it may concern:

Be it known that I, BERMAN S. DUNHAM, citizen of the United States, residing at Detroit, county of Wayne, State of Michigan, have invented a certain new and useful Improvement in Railway-Crossings, and declare the following to be a full, clear, and exact description of the same, such as will enable others skilled in the art to which it pertains to make and use the same, reference being had to the accompanying drawings, which form a part of this specification.

My invention relates to an improvement in railway crossings in which the bearing surfaces of the tracks of either intersecting railway are continuous throughout the crossing when the parts of the crossing are set for transit of either track.

One of the objects of my invention is to provide means for the pasage of two intersecting railways in such a manner that there will vbe litt-le jar, hammering, vibration, or noise during the operation of either railway through the crossing, and also to reduce to a minimum the wear of the crossing, and of rolling stock occasioned by the transit of the crossing.

A further object is to provide a crossing structure that has no intersecting iiangeways, thus eliminating the danger of derailrnent of the wheels of the trucks due to their being deflected from the proper flangeways into those of the intersecting track during transit of the crossing.

A further object is to provide a continuous railway crossing in which the bearing surfaces of either track throughout are wholly separated from those of the other track; thus causing the wear of either track of the crossingto be dependent only on its own respective use. There being no bearing surface of the crossing common to both tracks, its life will be longer than that of the common form.

A further object is to provide a crossing in which the traffic rails of one track of one of the intersecting railways extend in their normal condition continuously through the crossing, thereby simplifying the structure and insuring a maximum of rigidity.

A further object is to provide a continuous crossing in which the movable rails are limited to motion within the gage lines of their respective tracks whereby the rigid track construction bears all outward lateral stresses during operation over said rails.

A further object is to provide a crossing in which all movable parts are so connected by the operating mechanism that they move simultaneously and positively.

A further object is to provide a continuous crossing in which the heels of the movable rails of the first two frogs, met in approaching the crossing, are first engaged by the tianges of the wheels; hence the crossing tends toward automatic operation.

Other advantages and improvements will hereafter appear.

In the drawings accompanying this specicationz-Figure 1 is a plan view of the crossing when it is in position for the operation of track A. Fig. 2 is a plan view of the crossing when it is in position for the operation of track B. Fig. 3 is a plan View in detail of the end frog 3, and also of the end frog 3', reversed, when in the position shown in Fig. 2. Figu4 is a plan view in detail of the center frog 4, and also of the center frog 4, reversed, when in the position shown in Fig. 1. Fig. 5 is av side elevation of part of the center frog shown in Fig. 4. Fig. 6 is a perspective view of the center frog shown in Fig. 4. Figs. 7 8, 9, and 10 are vertical cross-sectional views taken, respectively, on lines 7 7, 8-8, 9h9, and 10-10 of Fig. 4, hereafter more particularly referred to. Figs. 11 and 12 are vertical cross-sectional views taken, respectively, on lines 11-11 and 12-12 of Fig. 1, hereafter more particularly referred to. Figs. 13, 14, 15, and 16 are vertical cross-sectional views taken, respectively, on lines 13-13, 14-14, 15-15 and 16-16 of Fig. 3, hereafter referred to.

Referring now to the letters of reference placed upon the drawings :-b, b, (see Figs.

1 and 2) denote two tratic rails of the trackV B, extending continuously and unbroken in their normal condition throughout the crossing.

a, c, a', c', and a, compose thc two traffic rails of the track A which in the position shown -in Fig. 1, forms a continuous bearing surface on a `horizontal plane above the bearing surface of the rails b, b, of the track B.

a, a, a, denote pairs of rigid rails of the track A. The pairs of rails a, a, are located outside the track B, while the pairs of rails a are located between the rails b. o.

c, c, indicate movable rails of the track A shown in line with the track A in Fig. 1, and out of line with the track A in Fig. 2.

are the two center frogs of the crossing.'

They are also alike but in reversed position to each other.

Z is the gage side of the head of the rail Z) (see Fig. 4).

@Z is an easing rail whose inside vertical head surface is adjacent to the outside head surface of the rail Z),-the top surface being in the same horizontal plane as that of the rail b, as shown in cross-section at Z) and (Z,

in Fig. 8. Part of the base of the rail (Z (see Fig. 8) is sheared away to allow close contact with the rail Z).

f (see Figs. 4 and 8) are bolts fastening the rail (Z to the rail Z).

g (see Fig. 8) is a filler block between the rails Z) and (Z extending from either end of the rail (Z (see Fig. 4) to the point 7),.

y' (see Fig. 4) is the gage side of the head of the traiiic rail (4, located outside of the rails Z) of the track B. The top of the rail a is in a horizontal plane sufficiently above the tops of the rails b and (Z to allow clearance between the tops of the rails b and (Z and the flanges of wheels during their transit above b and (Z on the track A. In the sectional views 9 and 10, taken on lines 9-9 and 10-10, respectively, of Fig. 4, is shown the relative difference in elevation between the top of the rail a and the tops of the rails b and (Z.

p (see Figs. 4 and 10) indicates a riser plate which maintains the relative position of rail a with rail Z) and (Z. The rail a as shown in detail in Fig. 4, is bent at the point Z: so as to parallel rail (Z and at Z it is bent away from the rail (Z. The method of fastening the rail a to rail (Z is clearly indicated in Fig. 9. The base of the rail a beginning at e (see Fig. 4) is sheared off flush with the sides of the web, and bolts m (see Figs. 4 and 9) passing through the webs of a and (Z and the filling block a, see Fig. 9,--secures these several members together.

c is a movable rail pivoted at 0, shown in its closed position in Figs. 4, 5, and 6. The top of the rail c is in the same horizontal plane with that of the rail a, above the tops of the rail b and (Z. The head of the rail c is preferably wider than that of the common rail as shown in Fig. 8.

As indicated at q in Figs. 4 and 6, where the web of the rail c meets the side of the head of the rail b, the web and base of the rail c are made to parallel the rail b while the head of the rail c extends straight onward until it meets the head of the rail a forming a continuous surface with it, partly supported by the tops of rails Z) and (Z.

In Fig. 9 is shown the head of the rail o in cross-section continued beyond its web and vsupported by the tops of the rails Z) and (Z. 1t will be noted that part of the base of the rail c is sheared away so that the web may form a close Contact with the side of the head of the 'rail Z).

r (see Figs. 4, 5, 6, 8, and 9) are riser plates fastened to the ties. The raised portion of the plate 1^ forms a support and a sliding surface for the base of the rail c', while the lower portion extends under, supports the rails Z), (Z, and a.

As seen in Figs. 5 and 6, the top of the rail a is in the same horizontal plane as the tops of the rails o and (1., its gage side being y'.

s and s (see Figs. 4, 5, and 6) are joint splices fastened to the webs of the rails (Z and e respectively, and hinged to each other by the pivot bolt 0.

t (Figs. 4 and 6) is an easing rail, the head of which is adjacent to those of rails (Z and c', its top surface being in the same horizontal plane with the top of the rails a and c. It is fitted to and fastened to the rail a at one end by the bolts fz), in-like manner to that of the easing rail (Z with the rail Z).

u (Figs. 4 and 6) indicates a perforated casting or anchor block composed of web and flange portions. It is fastened to the webs of the rails t and Z), by bolts o) and e, passing through the web of the rails and the anchor block as shown in Fig. 7. The top surface of the anchor block u near the rail Z) is low enough to allow proper clearance between the anchor block andV the llianges of wheels operating on track Z).

side of the head of the continuous traiiic rail b of the track B. (Z is an intermediate rail whose top surface is in the same horizontal plane as the top of the rail Z) and whose head is spaced sufliciently apart from the head of the rail Z) to allow clearance between the adjacent side of the Vhead of the rail (Z and the iianges of wheels operating on the rail b of the track B. To provide for the proper spacing of the rails b and (Z, part of the base of the rail (Z is shearedl away as indicated in Fig. 14. f

(Figs. 3 and 14) indicates bolts fastening the rail al to the rail b. g denotes filler blocks extending from either end of the rail cl to the point z. in Fig. 3.

Referring to the detail view, Fig. 3, y' is the gage side of the traliic rails a of the track A, located between the rails b of the` track B. The top surfacev of the rail a being sufficiently above the tops of the rails Z) and d to allow for proper clearance between the rails b and d and the flanges of wheels during their transit.

The construction of the movable rail c,

shown in Fig. 3, and its operation and relation to the end frog 3 is similar to the rail c of the center frog 4. In Fig. 13, the rail c is shown in its open position, while in Fig. 11 the rail c is shown in its closed position.

, As shown in Fig. 12, rails a and and companion rails c and l), are supported at their proper elevation by plates fw. To each of the four movable rails are fastened clips :r to which are pivoted connecting rods y. These rods slide beneath the rails Z) to prevent raising of the rails c and o as shown in Figs. 11 and 13.

z are bellcranks,-respectively pivoted to suitable plates in turn secured to one of the ties,-connecting the rods y and y.

y is a connecting rod between the center bell-crank and the stand a by which the switch is operated.

I-Iaving indicated the several parts by reference letters, the construction and operation of the device will be readily understood from the drawings when viewed in connection with the foregoing description.

The movable rails of the frogs of the crossing may be operated by any suitable mechanism that will slide and retain them in their proper position, and this mechanism may be controlled by interlockers in conjunction with signals and derailing devices,-or the movable rails may be operated by any suitable switch stand located adjacent to, or at some distant point and connected with the mechanism controlling the crossing.

The construction shown in the drawings is applicable to crossings of any angle and of any rail section g-and the operating mechanism by the transposition of some of its parts, may be located between the rails of the track if desired. S0 also the type of end frog used may be employed for the center frog when working under conditions where this would be found desirable.

I-Iaving thus described my invention, what I claim is 1. In a crossing, a track composed of a pair of traiiic rails extending continuously and unbroken throughout the crossing, a pair ofrrigid rails constituting an intersecting track divided into sections to provide for transit over the first track, movable rails hingedly connected to the divided rails with their bearing surfaces above the horizontal plane of the bearing surface of the first named track whereby the wear of either track is dependent only upon its own respective use, an easing rail connected to each of said rigid rail sections and projecting longitudinally beyond said sections, the movable rail sections being adapted to engage the projecting portions of said easing rails when the rigid and movable rails are shifted into alinement, and means for operating said movable rails.

2. In a crossing, a track composed of a pair of traffic rails extending continuously and unbroken throughout the crossing, a pair of rigid rails constituting an intersecting track divided into sections and adapted to provide transit over the first named track, movable rails hingedly connected to the divided rigid sections, said movable rails operable within the gage of the last named track and having bearing surfaces for the wheels above the horizontal plane of the first named track whereby the last named track may be made continuous over said first named track, an anchor plate between the gage side of the unbroken rails and the sectional rails and located at the points of hinged connections between the corresponding rigid and movable sections, and means for operating said movable rails.

3. In a crossing, a fixed track composed of a pair of traffic rails extending continuously and unbroken throughout the crossing, a pair of rigid rails constituting an intersecting track divided toV provide for transit over the first named track, movable rails adapted to connect the divided rails above the plane of the first track, means for supporting said movable rails upon a higher plane than the lirst named track, an easing rail disposed adjacent the outer side of the unbroken rails at the point where the movable rails connect the rigid rails of the divided track, and means for operating said movable rails.

4. In a crossing, a fixed track composed of a pair of traffic railsextendingvcontinuously and unbroken throughout the crossing, a pair of rigid rails constituting an intersecting track divided to provide for transit over the first named track having ends bent at an angle to their main portion to provide an abutment for the free ends of swinging rails adapted to connect the divided track, swinging rails connecting the divided rails above the traction plane of the first named track, their free ends abutting with the bent out portion of the rigid connecting rails, an easing rail secured to each rigid rail of the divided intersecting track and against which easing rail the cooperating swinging rail engages at one limit of its Y1go movement, an anchor plate 4disposed adjacent said easing rail, an easing raildisposed adjacent the outer side of each of the first mentioned tracks, filling blocks disposed between the last mentioned easing rails and the tracks adjacent which said easing rails are disposed, and suitable lever actuating mechanism connected with the several movable rails whereby they may be simultaneously operated either manually, or automatically by the fianges of the wheels engaging oneof the movable rails upon approaching the crossing.

5. In a crossing, a fixed track composed of a pair of traffic rails extending continuously and unbroken throughout the crossing, a pair of rigid rails constituting an intersecting track divided to provide for transit over the first track, swinging rails adapted to connect the divided rails above the traction plane of the first track, the free ends of the swinging rails resting upon the rails of the first named track, joint splices hinged together and respectively fastened to the webs of the divided rails and the swinging rails, and suitable lever mechanism adapted to simultaneously operate the several swinging rails.

6. In a crossing, a fixed track unbrokenly continuous throughout the crossing, a pair of rigid rails constituting an intersecting track divided to allow for transit over the first named track, swinging rails adapted to connect the divided rails above the traction plane of the first track, a plurality of easing rails respectively secured to the divided rails and lying adjacent to the swinging rails when the latter are closed, the top surface of the easing rails being on the same plane with that of the divided and swinging rails, and a plurality of anchor plates respectively bolted to the webs of the easing rails and to the webs of the rails of the first named track.

7. In a crossing, a track composed of a pair of traffic rails extending continuously and unbroken throughout the crossing, a pair of rails constituting an intersecting track divided to provide for transit over the first named track, two pairs of movable rails adapted to connect the traction plane of the divided rails above the traction plane of the first named rails, one pair of said movable rails being operable within the gage of both of the intersecting tracks, a double bell-crank lever, a pair of link bars connecting the last named movable rails with said lever, a pair of bell-crank levers, link connections between each of the other pair of movable rails and the last named bell-crank levers respectively, a link connection between each of the pair of bell-crank levers and the double bell-crank lever, and means for operating the latter whereby the several movable rails may be simultaneously actuated.

8. In a crossing, a track composed of a pair of traffic rails extending continuously and unbroken throughout the crossing, a

pair of rigid rails constituting an intersecting track having outwardly bent ends paralleling the first named rails but spaced therefrom, a plurality of relatively short rails paralleling the first named rails and located between them and the outwardly bent rails of the second track, said relatively short paralleling rails being disposed one in advance of the other, swinging rails adapted to connect the divided rails above the traction plane of the first track, their free ends resting upon short rails and abutting the outwardly bent ends of the rails of the second named track, and means for simultaneously actuating the several swinging rails.

9. In a railway frog, a traffic rail extending continuously and unbroken through an intersecting rail, the intersecting rail, divided to provide for transit over the first named rail and having the end of one of its sections bent to parallel the first named rail but spaced therefrom to serve as an abutment for a swinging rail, its traffic plane being higher than the traffic plane of the first named rail, a relatively short rail paralleling the first rail located between the latterand the outwardly bent end of the intersecting rail, a swinging rail adapted to connect the sections of the divided rail above the traction plane of the first named rail, its free end being supported by the first named rail and the short rail paralleling the latter, when said swinging rail is brought into abutting relation with the outwardly bent end -of the divided rail, and joint splices hinged together and respectively fastened to the divided rail and to the swinging rail.

In testimony whereof, I sign this specification in the presence of two Witnesses.

BERMAN S. DUNHAM.

j Vitnesses z GRACE E. VYNKOOP. SAMUEL E. THOMAS.

Copies of this patent may be obtained for five cents each, by addressing` the Commissioner of Patents,

Washington, D. C. 

